Diaphragm buffer mechanism



ul 1927. J y N.'C. THALHEIMER DIAPHRAGM BUFFER MECHANISM Filed Dec. 8. 1924 I Nlzhbhs 0. wwliwbner naw Patented July 19, 1927.

UNITED STATES 7 1,636,155 PATENT, OFFIC NICHOLAS C. THALHEIMER, or CHICAGO, ILLINoIs, essreuon TO UNION METAL PRODUCTS oMrANY, or CHICAGO, I LIuoIs, A CORPORATION OF DELAWARE.

DIAPHRAGM BUFFER MECHANISM.

I Application fled December 8, 1924. Serial-No. 754,593.

ly attached to the diaphragm ace plate attheir middle portion and have their extrent ities attached to the car in such a Way as to obtain the above mentioned desired results.

A semi-elliptical spring can be positioned and attached on the outside of the car so. that it is noiseless; easy to inspect; accessible for repairs and has a low maintenance cost.

of av semi-elliptical spring to the diaphragm face plate and attach its extremities to the end wall of a car with a shackle arrangement having means to restrict the movement of the ends of the spring toward or away from the center of the car. The, spring may be reversed and still come within the scope of the invention; that is, the middle of. the

spring may be attached to the end wall of the car and the extremities of the spring to the diaphragm face plate.

My invention relates to the upper buffer spring mechanism for a diaphragm face plate on a railway passenger train car and resides in the shackle attachment of the extremities of the semi-elliptical spring to the car or.

may be.

Another object is to necessitate aslight compression of the semi-elliptical spring in order to attach it to the shackles.

Another object is to assure an easy moveto the diaphragm face plate, as the case ment of the semi-elliptical spring under com-' pression. I

Another object is to so arrange the associated parts and restrict the outward movement of the shackle so as to prevent the parts from becoming locked together.

In the drawings: I v

Fig. 1 is a plan of an upper diaphragm buffer mechanism with my invention applied thereon.

Fig. 2 is a partial front elevation of Fig. 1.

Fig. 3 is a-section on line 33 of Fig. 2. Fig 4 is an enlarged section on line 4-4 of Fig. 1.

Fig. am a detail of the extremity of the spring online 77 of Fig. 3. 4

In the drawings 1 is the end wallg 2the.

diaphragm, and 3 thediaphragm face plate. all of the usual construction. The sem1-' elliptical spring 4 is attached to the face plate by member. v5 and bolt 6 of a pivoted construction may be used to attach the spring to the face plate.

The shackle holder 7 is securedto the car in any desired manner and the shackle 8 is pivoted to the holder 7 by pivot pin 9 and semi-elliptical spring 4 is attached to the shackle by'pivot pin 10. v

The shackle is provided with stop 23 on one side to restrict or limit the longitudinal r movement of the. spring toward the center It is common practice to attach the middle of the car-and with stop 24 on the other side torestrict or limit the movement of the spring in the opposite direction. I

The normal distance between the eXtrenr ities 25 of the spring (that is, the centers 26 of the curled ends) is slightl 7 less than the minimum possible distance between the r pivots 10 when the shackles are mounted upon the car, so that it is'necessa ry to slight compress the spring 4 to attach it to the l shackles 8. The spring. then has a tendencyv to pull the opposite shackles toward each other and to keep the stop 23 in contact with the car, thus maintaining the associated parts in rigid relation. when the car is not coupled to another car. This feature elimiexist when the device is on the rear end of the last car of the train.

nates rattle and noise which is objectionable m a sleeping car. Such a. condition would.

the opposite outer pivots 10 less than the distance between the opposite inner pivots 9 to assure an easy outward movement of the extremities 25 of the spring when the spring 7 is under compression. v

In a'. construction wherein the spring 4 is attached to the outer ends of the shackles 8 it becomes necessary to restrict the outward swinging movement of the shackles so that the associated parts do not become locked together when the spring is compressed, in

which event they could not return to normal position when the pressure is relieved. -Such locking would take place when the line of thrust of the spring through the outer pivot (10) passes through the inner pivot (9) or beyond it; in other words, passed the dead center. The stop 2st prevents such a. locking of the parts by restricting the outward swinging movement of the shackle.

I claim: 7

l. The combination with the end wall and diaphragm face plate of a railway car, of shackles pivotally connected at one end to said end wall, a semi-elliptical spring having its middle portion secured to said face plate and having its extremities pivotally connected to the other ends of said shackles, and means to limit the swinging movement of said shackles toward the center of the car, the minimum possible distance between the ends of the shackles to which the spring is attached being greater than the normal distance between the extremities of the spring, whereby the spring must be compressed befor it can be attached to the shackles.

2. In combination with the end wall and diaphragm face plate of a railway car, of shackles pivotally connected at one end to one of the aforesaid elements of the car, a semi-elliptical spring having its middle portion attached to the other aforesaid element of the car and having its extremities pivotally connected to the other ends of said shackles, and means to limit the swingingmovement of said shackles toward the cen-' ter of the car, the minimum possible distance between the ends of the shackles to which the spring is attached being greater than the normal distance between the extremities of the sprin g, whereby the spring must be compressed before it can be attached to the shackles.

The combination with the end wall and diaphragm face plate of a railway car; of shackles pivotally connected at their inner ends to said end wall, a semi-elliptical spring having its middle portion engaged with said diaphragm face plate and having its extremities pivotally connected to the outer ends of said shackles, the distance between the pivots at the inner ends of said shackles being less than the distance between the pivots at the outer ends of said shackles.

4. In combination with the end walland diaphragm face plate of a railway car; a pair of shackles with their inner ends pivotally attached to said wall and having integrally spaced apart portions, meansto restrict the swinging movement of said shackles in either direction, and a semi-ellip tical spring having its middle portion secured to said face plate with its extremities pivotally connected to the outer ends of said shackles between said portions.

5. In combination with the end wall and diaphragm face plate of a railway car; a pair of shackles with their inner ends pivotally attached to said Wall and having integrally spaced apart portions, meansto restrict the swinging movement of said shackles in either direction, and a semielliptical spring having its middle portion secured to said face plate with its extremities pivotally connected to the outer ends of said shackles between said portions, the minimum possible distance between the outer ends of said shackles being greater than the normal distance between the extremities of the spring.

6. In combination with the end wall and diaphragm face plate of a railway car; of shackles pivotally connected at their inner ends to said end wall, a semi-elliptical spring having its middle portion engaged with said diaphragm face plate and having its extremities pivotally connected to the outer ends of said shackles, and means to restrict the outward movement of said shackles so that the associated parts cannot become locked.

7. In combination with the end wall and diaphragm face plate of a-railway car; of shackles pivotally connected at their inner ends to one of the aforesaid elements of the car, asemi-elliptical spring having its middle portion attached to the other aforesaid element of the car, and having its extremities pivotally connected to the outer ends of said shackles, and means to restrict the outward movement of said shackles so that the associated parts cannot become locked.

8. In combination with the end wall and diaphragm face plate of a railway car; of shackles pivotally connected at their inner ends to said end wall, a semi-elliptical spring having its middle portion engaged with said diaphragm face plate and having its extremities pivotally connected to the outer ends of said shackles, and means to restrict the movement of said shackles in either direction.

NICHOLAS C. THALHEIMER. 

